2010 Toyota Prius Review and Four Trim Comparison

A decade ago, it was hailed as the car of the future. Today,
the 2010 Toyota Prius defines the gasoline-electric hybrid genre, and is the
benchmark against which every other hybrid is compared. And if the majority
of cars sold are not hybrids - yet -- hybrids are no longer merely vehicles
for the high-tech fringe. Welcome to the future, or at least the beginning
thereof.

And, for model year 2010, welcome to the next generation of
Toyota Prius. It's quieter, roomier, and more fuel-efficient that its
predecessors. It also offers improved performance and a higher level of
standard and optional equipment, including such over-the-top luxuries as a
solar-powered ventilation system and Intelligent Park Assist self-parking.
It's cleaner than ever, and is built with processes and technologies that
reduce its environmental footprint at every stage from construction through
driving and to on final disposal.

Efficiency has been increased in mechanical and
electrical/electronic systems and in aerodynamics. Although instantly
identifiable as a Toyota Prius, just about everything -- engine, hybrid
drivetrain, chassis platform, body, and interior -- is brand-new or
significantly improved.

The key to both improved fuel efficiency and performance is
an improved drivetrain. The new engine is larger, at 1.8 liters, and more
powerful, with a maximum output of 98 horsepower. The Hybrid Synergy Drive
system is 90 percent newly-developed, with reduced weight and improved
power and efficiency with seamless operation. Before, it was easy to tell
when the engine shut off or came back online as there was a noticeable jolt
and throttle response could be uneven. No longer - the 2010 Toyota Prius feels
electric-smooth all of the time. Combined maximum power output is up
significantly at 134 hp, meaning that the engine and motor don't have to
work as hard at any given speed, which means less fuel used.

Attention to weight also helps, and so aluminum is used for
the hood and rear hatch, and for some front suspension components.
High-tensile steel is used for inner rocker panels, the central pillars,
and for roof reinforcement. Despite a slightly larger size and increased
use of sound insulation and vibration-damping materials, weight has only
increased by about 150 pounds.

There is one model of 2010 Toyota Prius, available in four standard
equipment packages with increasing equipment levels. Even the most basic
has, among other things, a tilt-and-telescope-adjustable steering wheel
with auxiliary audio and climate controls and "Touch Tracer Display", a
multi-information display/trip computer, air conditioning with an electric
compressor to uncouple it from the engine, pushbutton start/stop, cruise
control, full adjustability for the driver's seat, a 60/40 split rear
seatback, XM-ready AM/FM/single CD or MP3CD/auxiliary jack audio, and
multiple driving modes: normal, Eco, Power, and EV. So no sacrifices need
to be made. If you want or need more, it's available -- navigation system,
upgraded audio, solar roof, and even a Lexus-level package with nav, the
Pre-Collision System, Dynamic Radar Cruise Control, Lane Keep Assist, and
Intelligent Park Assist.

I've just spent a week with a new Prius with the Solar Roof
Package. Serendipity, or just plain luck, that was a week of triple-digit
heat. Once I figured out how to set the systems (read the manual), the car
could be pleasantly cool after sitting in the sun unattended. That's all
very well, but the best news is that the car itself is significantly
improved. Disclosure: I'm an old-school mechanical person, and have not
previously liked hybrids because of their sometimes-inconsistent throttle
response. Note that "previously". No such problem here (or in any new
Toyota/Lexus hybrid). Without peeking at the informative display it's
nearly impossible to tell the power source at any given time - gasoline,
electric, or a combination - and in reality that doesn't matter. And where
previous hybrid EPA estimates were at least a little optimistic, the new 51
city, 48 highway, 50 overall is spot-on as far as I can tell. I got 50, in
mostly highway driving, and with little regard to maximizing fuel economy
until the last gallon was left in the rather small 11.9 gallon tank. But
that *was* 500 miles into the tank, so no complaint, really.

APPEARANCE: Form follows function as modifications to the
second-generation Prius's iconic shape are as much for decreased
aerodynamic drag as for pure style. Its coefficient of aerodynamic drag is
0.25, the lowest of any production car. The windshield is even more sloped
than before, giving an almost single-arch profile in side view. The
headlights are more bulbous, and the vertical taillights are even larger
and more prominent. Small windows below the thick windshield pillars
improve forward quarter vision. Plastic plates over the aluminum alloy
wheels add protection against minor curb scrapes, a good feature.

COMFORT: It's easy being green in a new Prius. No sacrifices
of comfort need to be made, there is plenty of useful space for passengers
and cargo, with excellent climate control and good audio standard and just
about any high-tech option is available. Interior styling has been revamped
along the lines of the exterior - form follows function. As before, the
main instrument cluster is offset to the center of the car, at the base of
the windshield. The shift lever is no longer on the dash, it's now on a
high flying buttress console that has an open storage tray at floor level.
My test car had leather seats, with the driver's adjustable for cushion
height in addition to all the usual parameters. Front seat comfort is very
good, ditto for the rear, which gets more knee room courtesy of the new
front seat design. Dual gloveboxes and the open console space (and a
moderate regular console box with the auxiliary jack and power points) more
than make up for a lack of door pockets, although the doors do have water
bottle holders. Luggage versatility is helped by the 60/40 folding rear
seat, and there is some hidden storage under the rear load floor, above the
space-saver spare tire.

SAFETY: The 2010 Toyota Prius is designed and built to meet all
safety requirements in all markets in which it is sold, and also to meet
ever stricter future standards. It features front, front seat side, and
full-length side curtain airbags, and a driver's knee airbag. Active
headrests in the front seats reduce the possibility of whiplash. Four-wheel
antilock disc brakes with Electronic Brake Distribution, Brake Assist,
electronic traction control (TRAC) and Vehicle Stability Control are all
standard. Dynamic Radar Cruise Control, Lane Keep Assist, and the
Pre-Collision System are available.

RIDE AND HANDLING: A new platform underlies the 2010 Prius,
giving it improved ride and handling characteristics, a quieter driving
experience, and greater collision safety. As before the suspension uses
MacPherson struts in front and a torsion beam axle at the rear, but changes
in geometry and bushing materials make for a better driving experience.
It's moderately soft, but not excessively so, and reacts directly to driver
inputs. The electrically-assisted steering lacks road feel, which can make
driving a Prius seem a bit like playing a video game -- which may be
appropriate, come to think of it... Brakes are now four-wheel discs, and
are further improved by regenerative braking. In everyday use, you can't
tell that a Prius is anything other than a quiet midsized sedan.

PERFORMANCE: More power and better fuel economy? That
shouldn't be too much of a surprise, as a larger engine that doesn't work
as hard as a smaller one can be more efficient. "Larger" here is relative,
as the new Prius prime mover is only 1.8 liters, up from 1.5. It's still an
Atkinson Cycle engine, for improved efficiency, and makes a maximum of 98
horsepower at 5200 rpm, with 105 lb-ft of torque at 4000 rpm. The electric
motor has a maximum output of 80 horsepower and 153 lb-ft. Engine and motor
revs are really irrelevant, as the split between power sources is
determined by the Hybrid Synergy Drive computer, and the car can operate
under gasoline or electric power, or a combination. Maximum combined output
is now 134 hp, considerably better than the old 106. Changes to the
inverter, motor, and CVT transaxle have reduced weight and size, and more
importantly have made for smoother operation and lower fuel consumption.
Driver-selectable Eco, Power, and EV modes are new this year. Power re-maps
throttle response so less throttle travel means more response; Eco appears
to do the opposite. With the EV button pushed and the battery charged
adequately, the Prius can operate as an electric vehicle for about a mile
at speeds under 25 mph.
Acceleration is noticeably better, as is fuel economy. I never felt the new
Prius to be underpowered, and 50 mpg was easily attained.